Servomotor apparatus



July 16, 1940. L SHELQR SERVOMOTOR APPARATUS 5 Sheets-Sheet 1 Filed Feb. 10. 1937 July 16, 1 940. L SHELQR 2,208,282

SERVOMO'IOR APPARATUS Filed Feb. 10, 19:57 5 Sheets-Sheet 2 July 16, 1940. I F. L. SHELOR 2,208,282

SEHVOMO'IOR APPARATUS Filed Feb. 10, 1937 s Sheets-Sheet s July 16, 1940.

F. 1.. S HELOR v 1 ,208,2 SERVOMQ'IOR APPARATUS I 5 Sheets-Sheet 4 Filed Feb. 10, 1937 w M' E: I

y 15, 1940- F. SHELOR 22 08,282

SERVOMOTOR APPARATUS Filed Feb. 10, 1937 5 Sheets-Sheet 5 Patented July 16, 1940 UNITED STATES PATENT OFFICE 2,208,282 snrtvonro'ron. APPARATUS Frederick L. Shelor, .Sandston, Va... assignor' to Innovation Brakes, Inc., Richmond, van a cor,-

poration of Virginia This invention relates to improvements in servomotor apparatus, which illustratively is employed as a power-actuated device, under control of a pedal or other manual device, for determining the actuation of vehicle brakes.

One of the features of the present invention is the provision of a simpleand easily assembled structure for effecting the application of a brake or the like, and including a servomotor and means actuated with the servomotor for governing the energization thereof, together with a' manual device for determining the extent of such actuation.

Another feature of the present invention is the provision of such a mechanism for incorporation with existing hydraulic brake structures, as a means for efiecting the compression required for brake application.

A further -feature of the present invention is the provision, in a power-actuated brake, of means actuated by the mechanism for controlling the degree of brake application effected.

Still another feature of the present invention is the provision of means for accomplishing quickly a take-up or light brake application, followed by a service application of the desired amount. )1

A still further feature of the present invention is the provision of means for regulating the supply of energizing medium to the 'servomotor, in

proportion to the degree of movement of .such mechanism. 1

With these and other features as objects in view, illustrative forms of practicing the invention are set out on the accompanying drawings, in which: I

Figure 1 is aside elevation, showing the general assembly of the structure in association with a conventional hydraulic brake system for an automotive vehicle. t

Fig. 2 is a plan view corresponding to Fig. 1.

Figure 2a is an upright elevation view showing the association of the pedal link, the brake lever, and the valve actuating lever.

Fig. 3 is an upright sectional view on a larger scale, substantially on line ,33 of Fig. 2, of the servomotor mechanism.

Fig. 4 is a corresponding section, substantially on line 4-4 of Fig. 2, of a control valve.

Fig. 4a is a view corresponding to a portion of Fig. 4 but showing a modification of the control valve structure thereof.

Fig. 5 is a horizontal section through a part of the control valve assembly, on a yet larger scale and substantially on line 5- -5. of Fig. 4.

Fig. 6 is a side elevation of the sliding member for the controlling valve.

Fig. is an upright sectional view through a modified form of construction.

Fig. 8 is a bottom plan view of the structure shown in Fig. 7. a

Fig. 9 is a top plan view of a fragment fro Fi 7.

Fig. 10 is a view corresponding to a portion of i Fig ,7, but showing a modiflcationof the mechanical and fluid-controlling structures thereof.

In these drawings, the parts of the automotive vehicle are shown conventionally, and out of pro portion to one another and to other parts of the mechanism as disclosed. The automotive device is illustrated as having an engine E with an intake manifold IM having a conduit connection SM leading therefrom and providing a source of vacuum, so to speak, and acting to move the fluid energizing medium by which the servomotor is actuated in the form illustrated in Figs. 1 to 4.i Likewise, this vehicle is illustrated as having a wheel W with a brake drum BD having a brake band BB therein, this band being applied to the brake drum BD upon energization of a hydraulic cylinder HC which is supplied through a hydraulic pipe connection HP. A conventional type of hydraulic master cylinder MC isfprovided with a manifold for the pipes HP leading to the several braking devices, this'manifold being supplied with liquid under pressure by actuation of a hydraulic piston MP provided with a piston rod formed as a rack PR, which in turn is actuated by the means described hereinafter.

Further, the automotive vehicle is provided with a brake pedal BP, which is provided as .the

motor structure is energizedby the vacuum produced through the conduit SM. This servomotor structure is connected at one end to a pin ID on the vehicle frame, by an end piece H having a flange l2 which is bolted to ahollow member l3 which'is connected fixedly with one part of an expansible chamber device, which in the form shown in Figs. 1 to 4 comprises the head piece M of a bellows which is collapsed when evacuated. Another part of the expansible chamber device, being the other head piece 45, is connected with the mechanism for applying the brake, as will be described hereinafter. structurally, the head piece I5 is fixedly secured to a sleeve l6 having a hollow end member I! provided with an eyeconnection l8 by which it is attached to the brake lever I8.

\ therewith the aforesaid expansible chamber device. The diameters oi the head pieces are designed to give an appropriate pressure effect upon the employment of a proper predetermined maximum vacuum in the expansible chamber.

Within the hollow member i3 is a pilot diaphragm having a stifiening plate 26. The diaphragm 25 is clamped between the flange i2 and the edgeof the hollow member l3 so that the chamber formed at the left-hand end thereof is sealed to the atmosphere. A valve plunger 21 is slidable in but forms a tight fit with the tube 20. It has an axial passage 28 from end to end, and-a peripheral passage 29 adjacent the inner end. At the outer end, it is tightly secured to the diaphragm 25 and its plate 26. A coil spring 36 tends constantly to hold the diaphragm and the valve in a right-hand position, this spring 38 being counteracted by suction effects transmitted through the passage 28 into the chamber at the left-hand side (Fig. 3) of the diaphragm 25. An atmospheric connection 3| leads to the right-hand chamber; Between the annular space the tube 20, the body of valve 2'! is provided with a plurality of openings 82.'

In this preferred form, the tube 20 is formed with slots by which suction effects may be transferred from the interior of the tube 20 to the annular space comprising the aforesaid expansible chamber; and each two adjacent slots, along the length of the tube, terminatesubstantially at the same radial plane. This type of construction is preferred for the tube, as it avoids the weakening which would occur if a single long slot were employed. In addition to the slots, the tube is also provided with large openings 36 which are normally closed by the right-hand end portion of the valve body 21, but which are aligned with the peripheral passage 29 thereof, when the valve body 21 is moved to its right-hand position.

The brake lever i8'is fixed to the brake shaft 88 which in turn is fixed to the pinion PP. Hence, when the eye-connection I8 is moved toward the left in Figs. 1, 2 and 3, the brake lever l8 turnsin a clockwise direction, the hydraulic master piston MP is moved toward the left,'and pressure is exerted through the hydraulic. conduits HP and thebrakes areenergized.

The briske lever l8 has, an upward extension ll which is provided with a pin 42. This pin 42 is received in the slot "of the head member 48 of a pedal connection-link 85 (Fig. 1), this head member 84 also having an eye for receiving a pin 41 which is secured in the head ember 44 by a set screw 48. The pin" projects laterally and engages in an opening at the upper end of the valve actuating lever 58. this lever having a bearing loosely fitting around the extended end of the shaft 88; and having'a lower arm 52 which engages by a pivot 88 with the .end' membr 88 of a brake'actuating link 58 29 and the general interior of which also comprises a second head member 56 connected by a pivot pin 51 with the metering valve structure 58, as will be describedhereinafter.

Since'dlfferent automative vehicles require different pressures in the braking systems, it is preferred to provide the upper end ll of the brake lever with a second pin 42a at a greater radial distance from the axis of shaft 4|]. The head member 84 may be mounted on this upper pin 42a, in which case the pin- 61 is then received in an upper aperture 46a on the upper end of the valve actuatinglever 50.

Aslshown in Figs. 1, 2, 4, 5 and 6, the automatic control valve has a body VB and a sliding control member VM (Fig. 6). The valve body VB is fixedly attached-to the sleeve l6 by the clamp pieces VX. This sliding member VM has the connection portion 58, a shoulder 66, a guide portion 6! which forms a close sliding fit in a corresponding shaped passage. of the body VB,

and providing a, second shoulder 62; a conical" portion 63 having its smaller diameter connected to the guide portion 6i; and a second cylindrical guide portion 64 connected to the larger diameter of the conical portion 63. A fiat V 65 is formed on the cylindrical portion 6!, this condition at which the cylindrical member 64 has just left this sealing position. The cylindrical member 64 has a hollow therein which is open at the left-hand end of the sliding member VM, and hasa number of apertures 61.

The valve body is provided with a connection 10, which is in communication with the conduit SM by which the suction eifect is transmitted to this automatic control valve. Within the valve body,-this communication continues by a transverse bore comprising the holes I I, 12; the communication between the holes I I, I2 being'closed,

when the brake is released, by the cylindrical portion 6| of the sliding member. The'hole 12 leads to a connection 13 which is in communication by the. hose 14 with the passage 15 within,

the end member ll.

A branch passage 16 leads from the hole H to a port '11 which normally is closed by the cylindrical portion 6| of the sliding member VM. When the sliding member is'moved to a left-hand position,-the transverse passage 66 establishes communication between the port 11 and a diametrically opposite port I8; This port 18 is in communication with a chamber 18 defined by an annular valve seat 880;" Surrounding this annular valve seat is an annular passage 8| communicating with a passage 82 forming a branch from the hole 12.

The valve seat 88 may be sealed byanauto matic control diaphragm 88 having a plunger 84 which extends externally through a cover plate 85 and is provided with a coil spring 86 which normally tends to draw the diaphragm 83 into the open position shown in Fig. 4. The initial compression, and the effect, of the spring 86 may be adjusted by the control nut'6l which is threadedly engaged withthe lower en of tn i.

plunger 84. Openings 88 establish communication between the space beneath the diaphragm 83 and the atmosphere.

The left-hand end of the valve body VB is formed with a cavity 98 into which the left-hand end of the sliding member VM may extend, this leftward movement of the sliding memberVM being opposed by a first coil spring 9| which may have a slight initial pressure if desired, this being adjusted by the hollow reaction nut 92, which .may be locked in place by the setscrew 93 after adjustment, A reaction head 94 on the stem 95 is provided for engagement by an inner second spring 96, this spring being wholly disengaged from the sliding member VM when the latter is in the non-braking or extreme right-hand position of the parts, and being engaged by a wear washer 96w, secured to the valvemember VM,

during movement of this valve member for controlling the rate of brake actuation.

The position of the reactionhead 94 is controlled by adjusting it in the bracket 91 which is secured to thebody VB: this adjustment being maintained by the lock nuts 98. An opening 99 allows the establishment of atmospheric pres- "sure in the cavity 90.

The valve body VB is provided with a'small bleeder hole I08 for cooperation with the space at the flat 65.

By construction, the parts of the valve body VB, the spring 96, and the parts of the sliding member VM are so proportioned that in the righthand position (Fig. 4), with the shoulder 68 engaged against the stop member I65, the transverse passage 66 is out of alignment with the ports TI, 78; the hole Hill is at the base of the triangle flat 65; the cylindrical member 64 is within the cylindrical passage existing between hole H and port Tl sothat the annular space around the conical member 83 is out off both from I the hole H and from the hole 12; the openings 61 are in free communication with the hole 12; and the second spring 96 is free of the sliding member VM. When the sliding member VM has been given a predetermined amount of sliding movement toward the left, the transverse passage 66 establishes communication between the ports 11 and 18, When the rate of flow thus established reaches a predetermined amount, as controlled by the action of the spring 86, then, by construction, the right-hand end of the cylindrical portion 64 is about to permit communication between-the holes .H, 12 and the annular space about the conical portion 63; and also the left-hand end of the sliding member VM is beginning its engagement with the second valve spring 96. Since these are matters of construction of the sliding member VM, in association with the fixed position of holes and ports in the body VB,. and the length of the spring 96, the adjustment comprises a regulation of the nut 81 so that the rate of flow through the transverse passage 66 causes a movement of the diaphragm 83 at the time when the other passages are being opened to assume control.

The operation of this structure is as follows:

When the brakes are fully released, and the engine is turning over, a suction effect is being produced through the supply condu t SM, so that the connection 18, the hole H, and the passage 16 are under evacuation: but no flow is occurring as the hole H is closed off by the cylindrical portion 64, and the port 11 is closed by the cylindrical portion 6|. Atmospheric air can enter the annular space about the conical portion 63,

through the hole I99 and along the space proend of the diaphragm 25; so that the expansible chamber device tends to extend to the position shown in Fig. '3, which is the normal position when the brake is not being applied. Further, the diaphragm 25 moves to its right-hand position, under the urgency of spring 30, so that the annular passage 29 is in communication with the large ports 36. The spreading or extension of the head pieces l4, I5, is effected or assisted by the spring 2|.

The extension of the servomotor structure is accompanied by a rightward movement of the eye-connection l8, and a counterclockwise movement' of the brake lever l9, so that the shaft 40 and pinion PP cause the piston MP of the hydraulic master cylinder to move toward the right, and therewith draw liquid from the hydraulic conduits HP, so that all of the brakes are released and moved to the extreme-released position. A definite amount of clockwise movement of the brake lever I9 is also accompanied by a taking up of slack in the lost motion connection between the walls of slot 43 and the pin 42, if such slack be present, and resulting in a restoration of the brake pedal BP, to the off position if it has not already attained such position. This movement of the head member 44 also represents a similar counterclockwise movement accomplished with this end in view.

Furthermore, the passage of air into the hole 82' also permits air at atmospheric pressure to enter the annular passage 8|, so that the spring 86 overcomes any existing suction effect above the diaphragm 83, and the latter moves into the lowermost position as shown.

In order to apply the brake, the pedal BP is pressed toward the right, so that the pedal lever moves in a clockwise direction, drawing the link 45 toward the right. The pin 41 then causes a clockwise movement of the valve actuating lever 52, and this in turn causes the sliding member VM to be moved leftward relative to the valve body VB. During the course of this leftward movement, the first change from the non-actu ated condition, is the opening of a part of the area of the transverse passage 66 so that the suction effect in the supply conduit SM is transmitted by the branch passage 16, port (1, transverse passage 66, port 18; chamber 19, annular passage 8|, branch passage 82, to hole 12. This leftward movement of the sliding member VM has also resulted in the closing off of some of the holes 61: so that a balance is now established, and a low evacuating effect is produced at the hole 12, which is transmitted by connection 13,

hose 14. end member 11, into the tube 20, from The from the expansible chamber device through these larger ports 36 into the annular passage.

29 and thence by the passages 32 into the interior of the tube. While the pressure-depression thus produced is small, there is substantially no resistance to the relative movement of-the parts of the expansible chamber device, and hence a quickmovement-is imparted to the sleeve I6, so that the expansible chamber device, operating as a servomotor, causes a quick clockwise movement of the brake lever I9, and the shaft 40 and the pinion PP operate to move the piston MP toward the left-and cause liquid pressure to be established in the hydraulic conduits HP, resulting in the movement of the brakes to "application" position. Since this'is attended by little resist-' ance, the slackness/ in the brakes is rapidly taken lever l9 as aforsaid, has also been accompanied by a movement of the valve' body VB, attached to the sleeve "5, in a corresponding direction: so that, if the brake pedal BP beheld in its firstmoved position, a compensation is shortly cf fected, and a position of equilibrium is established. with the continued pressure upon the brake pedal, however, the-sliding'member VM is moved further toward the left relative to the valve body become effective, and greater and greater evacu-- ation eflects are set up, owing to the greater suction occurring in correspondence to this increase of area, and also, inversely, by reason of closing off more and more of the cross-sectional area of atmospheric inlet provided at the holes 81. This increase represents a quicker initial application of the brakes, by the paths and means aforesaid. Ultimately, however, this suction effect exceeds-the load imposed bythe spring 86 upon the control diaphragm 83, so that this diaphragm rises and shuts off the chamber I9 from the annular passage 8|. tion is attained when the sliding member VM has just engaged the second spring 96, and the cylindrical portion 64 is just ready to permit flow from hole 12 to hole H. During the initial quick-take-up movement of the brake pedal, as

described above, the reaction has essentially been produced by the action of the spring 9|, which can be ,calibrated as desired. I

When this particular pressure eflect is attained, so that the diaphragm 83 closes as aforesaid, the diaphragm is likewise energized, as the suction efiect in the chamber at the left of thisdiaphragm'now exceedsthe adjusted force of the spring 99, so that the valve body v2'! moves a greater resistance to such pedal movement, as

the spring 99 must also be compressed. The

'movement of the sliding member VM now permits communication between holes II and 12, through the annular space around the conical member 99,

As stated above, this condithis conical member therefore operating as a metering valve for controlling the rate of flow for a given pressure differential. At the-same time, the hole I" permits the entry of'atmospheric air, at a rate coordinated inversely with the area exposed around the conical portion 93, so that there is effected a compensation for differing evacuation effects inthe supply conduit SM, so that the pressures within the hole 12 and hose M, and in the tube 29, remain substantially constant regardless of fluctuations of pressure at the engine manifold. I

This pressure, however, is not transmitted freely to the expansible chambendevice, but is again metered at the slots 95. As the right-hand head piece is moves toward the left-hand head piece ll, representing a reduction in the volume within the expansible chamber device, the slots 35 are cut off more and more. In the illustrated form, as the expansible chamber device is substantially cylindrical in shape, and the slots 35 are of uniform area per unit of length of the tube 20, the

reduction in the port area, as afiorded by the slots tion. Hence, the rate of evacuation of the remaining volume decreases, and hence there is not an increase in the rate of movement of these head pieces, as would be the case were the area to remain constant. Thus, the device operates smoothly, and does not have a tendency to overshoot" uponshort pedal movements.

The movements of the brake lever l9 and of the valve actuating lever 52 are coordinated, as aforesaid. It is preferred to have the lost motion provided at the pin 42 and slot 3, of such extent that it substantially corresponds to the normal distance of movement required of the brakelever l9 to bring the brake bands from 0115" position or partial service'application, byacorrespondingmovement of the brake pedal, apartial release of the pedal is accompanied immediately-by a release of the sliding member VM so thatthis member can move relatively toward the right with respect to the valve body VB, thus cutting of! the suction eflect, in part or whole, at the conical portion 63', and permitting an increased atmospheric relief to occur at the hole I90, or through the holes 97, so that a partial or completerelief occurs in the expansible chamber device, along thepath and by the means aforesaid. If the brake pedal is partly released, the extension or separation of the heads I 4, i5 is followed by a movement of the sleeve l6 and therewith oi the valve body VB, until a balancing again occurs for a particular relative position of the sliding member VM with respect to the valve body VB.

In the form of construction shown in Figs. 7 and 8, the brake pedal 3? has alink for engaging the pin 41 of a lever firm a which is rockable about a pivot 9a.. In this form, a lever member Ila also is pivotally connected to the pedal Bi, so that it is moved positively with the brake pedal BP; this lever 52a being connected by a link I with-the control valve VM in the valve body VB; which may be fixed to the vehicle frame and is iliustratively shown as of the same .as an expansible chamber device formed of a drum member ED comprised of an end wall Ila .and a peripheral wall Mb: the drum member ED being fixedly secured in a suitable manner to a vehicle frame, for example, at the junction of an X-cross member of the frame, indicated generally at X in Fig. 8. With this illustrative arrangement, the drum ED is mounted with a vertical axis, andwith the wall I la at the top.

A bellows diaphragm 22a.is sealed at the open edge of thedrum wall I4b by a flange 221), a plate I40, and suitable clamping means 220, so that the space between the drum ED and the diaphragm provides an expansible chamber. The

' diaphragm is stiffened and supported by a pair of plates I5a providing therewith a stiff, universally movable head member. A hollow plunger 20a has a reduced lower end engaged with the head member, to permit rocking and sliding in respect of the upper plate I5a: while the flexible bellows 22a permits not only this rocking and sliding, but also the normal upward and down: ward movement of the plate I5a as the volume within the expansible chamber varies. The hollow plunger 20a is guidedin a sleeve I6a which has a flange I6b fixedly secured to theend wall or head Ma of the drum ED, and is fixedly connected with the end connection I'M. A spring 2Ia is employed to exert a downward pressure upon the plunger 20a. This plunger 20a is apertured along its length, being provided ,with slots 35a by which fluid may flow relatively between the expansible chamber 'and the interior of the hollow plunger 20a: these slots being closed oiT more or less and to an extent determined by the portion of the plunger 20a which is within the sleeve I6a.

The flange I6!) is utilized, in this illustrativeform, to clamp the inner edge of an annular valve member I50, which is illustrated as being made of leather and being connected, at spaced points of its outer margin, with the underlying wall I la by the bolts I 50a; this outer margin being of greater radius than theapertures I5I which are provided in this wall I la, so that the valve member I50 closes these apertures when the expansible chamber is at a pressure lowerthan that of atmosphere, but opens theseapertures when the pressure within the chamber is greater than atmospheric. It will be noted (Fig. 9) that the bolts I50a are located intermediate the apertures I5I.

The lever arm Ma is connected to the shaft 40a and thus to a crank arm I9m which is joined to a link I80. having a pin IBb received in a slotted connection piece Illc fixedly secured to the diaphragm 22a and plate I50. The plate I4 c is apertured at its center to permit free movement nection I 34 by which a braking efiortmay be exerted, this illustratively being accomplished by the connecting element I35, the internal wire I36 of a Bowden cable having a sheath I31 and being connected by suitable means to the brake elements (not shown). For cheapness of construction and repair, the illustrated formof construction is shown as having the links, levers, and

connections I3l, I32 and I35 formed of shackle bolts, which have apertured bifurcations at one end of an internally threaded sleeve, and a shank portion having a'thread for engagement with this sleeve and alsohaving an eye for providing a pivot connection at the other end of the shackle bolt. The threaded engagement of the sleeve and shank permit adjustment of the distance between the end pivots. The plate He also has apertures for the connections I30 and. the links I3l.

In the illustrative form, as shown inFig. 8, four such mechanical connection pieces I30 are provided. Only one of these pieces I30 is illus trated as connected in full to its corresponding Bowden cable, for simplicityof disclosure: but

it will be understood that similar systems may be employed at the other connections I30. 4

From Fig.0, further, it will be noted that the shaft 40a extends chordally across the drum ED and is supported by brackets 40.1: secured to the drum plate Me. I

In operation, a movement of the brake pedal BP is accompanied by a movement in the valve VM, substantially as described above, so that a suction effect is transmitted through the hose I4 and other parts of the conduit connection, to the slots 35a which form a port of variable area. Initially, the diaphragm 22a, and its plates I5a are in a lowermost position, so that a maximum area of the slots 35a is exposed. Hence, evacuation of the expansible chamber occurs rapidly, and the connections I30 are drawn upward at a rapid rate. This is accompanied bya similar upward movement of the upper ends of the links I3I. Since the levers I32 have a downward inclination while the brakes are 011', the links I3I in their rapid upward movement produce a swinging of the connection members I32 through considerable individual arcs, and thus the brake members are rapidly moved to position for initial application, thereby taking up any slackness in the individual connections Since the plate or head I5a is capable of universal movement, the

arrangement of the connections I30 results in a substantially uniform initial application. This initial rapid upward movement of the head I511 is permitted because very little resistance is opposed by the braking connections.

The decrease of volume of the expansible chamber results in an upward movement of the hollow plunger20a, so that the slot-35a is reduced in effective area, substantially in proportion to the decrease in volume of the expansible chamber, with the advantages aforesaid of avoid- 7 ing an excessively rapid movement of the bellows links' II and thus greater and greater brake applications are effected, with an automatic balancing of braking pressures by the universally mounted head I5a. As the connection members I32 swing upward toward a relatively horizontal position, a change of trigonometric ratios occurs,

- pheric, but this pressure is permitted to escape and the'angular movement of the levers per unit of upward movement 01 the corresponding connection I30 decreases. Thus, during the initial application, the upward movement of the plate I512 is accompanied by a relatively large movement of the individual wires I": while at the,

end of the upward stroke of the plate I to; a lesser relative movement of the wires I is produced. Since the upward movement is being eflected by changes of pressure diflerential between the expansible chamber and, the atmosphere, and the area upon which this pressure is being exertedremains substantially constant; it is obvious that greater braking effects are being produced at the requisite time for employing such greater forces. a g In the event that the servomotor is not operative, for any reason, then the movement of the pedal BP produces=through the aforesaid linkage and levers an upward movement of the thrust link I811 as before, this movement being trans- ,mitted by pin Ilb and also by the engagement ,1 of the upper end of this link Ila directly to the connection piece I80 and thus to the diaphragm 22a and plates I50. These plates lSa are preferg ably constructed so that they have strength as a lever, and hence are mechanically effective for 1 producing upward movement of the connections l3! as before, with the corresponding application,

of the brakes: but it will'be noted that this application of the brakes results from the force exerted'by the driver of the vehicle directly upon the brake pedal 18?. During such a movement, the diaphragm 22a produces a pressure within the expansible chamber which is above atmosthrough the apertures ISI and past the valve I50 so that there is essentially no retardation of the braking movement, nor is excessive force required at the brake pedal BP.

By adjustment oi the links I3I and I35. the pivot point I 34 may be adjusted in an are about the pivot I33, so that the aforesaid trigonometric ratio is modified: and a change in the length. of the connection member III also produces a change. By adjustments of the individual chains of connections between a U-bolt Ill and a corresponding wire I", it is possible to adjust the structure so that the requisite degree of pressure is attained at each of the connections: and diflerent braking efforts can thus'be exerted at the front wheels, for example, as compared with the efforts produced at the rear wheels. During this purely mechanical braking, jit will be noted that the pin lab servesssaguide member-so that the force transmitted through the lever "a, its is being exerted at a predetermined point of the plates I511 regardless of the relative position assumed by the plates I50 with respect to the lower end of the plunger 20a or, in other words, the universal adiustability between the plunger 20a and the plates lid is permitted during the normal operation of theservomotor, but without disturbing the capability of the parts of responding immediately and in proper braking proportion, it the servomotor fails. It will be noted that varying braking eflorts are being produced during the course of brake-applying movements, during either manual or power applications. "In the modified'forrn shown in Fig. 4a, the left-hand cylindrical portion I! of the sliding valve member has its cavity terminated by a valve seat 611:. The outer or primary spring II reacts againsttheblockl! whichmaybeadiustedand by the screwjl, but also receives 9. cyl-' inder member a having a minute orifice 98b at its end and receiving the piston 98c which is connected to the slidable plunger rod 95a tial movement finally terminates when the passage around the conical portion 63 permits direct communication between the holes II and 12: at which time, or just prior to which time, the sliding valve member VM has presented the valve seat aw against'the valve head 95b,'thus completely shutting off the communication from atmosphere which has existed through opening 99, the internal space of the valve body extension, and the cavity within the cylindrical member II, and through the orifice 610, which has been gradually closing in proportion to the valve movement. Further, a. continued movement of the sliding valve member places pressure upon the valve spring 96, and also causes the piston We to move toward the left, but without any essential restriction, as air can move around the flexible cup of this piston. When the valve member VM is permitted to move toward the right, however, the cylinder 96a, and its piston We operate also by the efiect oi the dashpot.

In the form of construction shown in Fig. 10, the plunger 20a is illustrated as having a slot 3517 along its length. The two plates Iia are connected with the diaphragm 22a, and with the connection'piece Itca which is illustrated as a bell-shaped guide having its peripheral wall extending downward and around the upper end of the link I which has provided thereon a valve closure surface for cooperation with the internal surface ofthe cup I800. The structure I5a,.22a

is provided withan aperture Iiia at a point such.

that it is normally covered by the lower end of the plunger 2811, but the lower end of this plunger is provided as shown with" cross grooves lilb which permit a relatively slow flow of ,air relatively between the expansible chamber space and the passage ma. ,In operation, when the brakes are released, the link I8a exposes the aperture Illa at thelower end thereof, but this aperture is closed at its upper end by the plunger 20a. When suction occurs above the diaphragm 220, this diaphragm lifts and raises the plunger 20a I in the manner described above: but any movement which occurs at a rate" in "excess of the movement of the link Ila mechanically from the pedal results in leakage through the passage lila to limit the diaphragm movement: and hence the pedal movement is accurately reproduced by the diaphragm. When the pedal is released, the link Ila moves away from the lower end 01' the aperture Ilia and thus permits a full or partial release of the brakes. 'In this form, further, the internal space of the plunger 20a is illustrated as connected by small axially directed holes 36!) with the chamber space, to provide a small air flow even though the slot 35b isentirely shut ofi. In both major forms of construction, it will be noted that the brake pedal 13? is an initiating element and is eifective for controlling the ilnal pressures developed through the servomotor.

In each instance, this braking pedal is illustrated as having a connection to the control member for determining the actuation of the servomotor:

and also having a lost motion connection to the means by which the servomotor operates to exert 15 its force, so that upon failure of theservomotor,

the brake pedal by normal movements thereof ber device, this change of port area being propor tioned to the change of chamber volume.

It is obvious that the forms shown are presented merely as illustrations of the manner in 1 pansible chamber device with two members moved varies, power-driven means for efiecting moverelative to one another as the chamber volume valve having two relatively movable parts cooperative in different moved positions to determine the energization of said chamber device, one of said parts being connected to one of said members to move therewith, a supervising control'device connected to the'other said part for effecting a movement of the same independentlyof the movement of said members, and conduit means connecting said power-driven means, control valve and chamber device, said conduit means having ports so constructed and arranged and cooperating with the members that they are reduced in efifective area during the movement of said members toward one another.

2. A servomotor apparatus comprising an expansible chamber power'device with two members moved relative to one another as the chamber volume varies, power-driven means for eifecting movement of a fiuid energizing medium, a control valve and conduit means connected with said power-driven means for determining the energization of said chamber device, said conduit means including a port for effecting communication with said chamber device, and means for varying the areaof said port upon change of the chamber volume and at a rate dependent upon the rate of change of the chamber volume.

3. An apparatus as in claim 2,,in which said termined ratio to the amount of relative movement of said two members, and the port area is varied substantially in exact proportion to the variation of said volume.

5. A servomotor apparatus comprising an expansible chamber device with' two members moved relative to one another as the chamber volume varies, a control valve for controlling the flow of fluid into and out of the chamber, and conduit means between said valve and chamber,

said conduit means including a tube along which one said member moves, said tube having a port along its length to establish communication between the chamber and the interior of the tube, said one member being effective in its movement to shut'ofi said port to an extent determined by' the amount of said movement.

6. A servomotor apparatus comprising an expansible chamber device with two members moved relative to one another as the chamber volume varies, the amount of such movement of the members being substantially proportionate to the variation of said volume, a control valve eifective fortransmitting evacuating effects to said chamber, and conduit means from said valve to said chamber including an elongated port, one

of said members being effective to open and close said port more or lessand in accordance with the direction and amount of such movement.

'7. A servomotor apparatus comprising an expansiblechamber device with two members moved relative to one another as the chamber volume varies, acontrol valve eifective for trans-,

mitting evacuating'efiects to said chamber, conduit means from said valve to said chamber in.- cluding a port of small area and a port of larger area, and means responsive to the pressure in said conduit means for closing said larger port. 8. An apparatus as in claim 7, in which said smaller port is elongated, and one of said members is effective to open and close said smaller port more or less and in accordance with the direction and amount of the relative movement of the two members.

9. A servomotorapparatus comprising an ex- ..pansible chamber device with two members moved relative to one another as the chamber volume varies, a control valve effective for transmtting evacuating eifects to said chamber and for determining the pressure differential in said chamber relative to atmospheric pressure, said control valve being constructed and arranged to cause said pressure differential to exceed a predetermined minimum whenever the valve is in open position, auxiliary valve means associated with the control valve and eifective for producing an evacuation of the chamber to a pressure difierential less than said minimum pressure differential, and means responsive to the pressure difierential between said chamber and the atmosphere for closing the passage through said. auxiliary valve means substantially at said predetermined minimum pressure difierential.

10. An apparatus as in claim 9, in which a conduit means is connected with the control valve and the auxiliary valve means, and also is in communication with the chamber by a larger port and a smaller port, said apparatus also including a valve responsive to the pressure in said chamber for closing said larger port when the pressure differential between said chamber and the atmosphere substantially attains said minimum pressure difi'erential, whereby the control valve and the smaller port only are effective for controlling the flow of fluid when the pressure differential exceeds said minimum.

11. A servomotor brake apparatus for a vehicle having brake elements which normally are disengaged from one another, and means for effecting the initial engagement of the brake elesaid control valve and chamber device for producing a rapid initial change of the chamber voltime to effect a-quick initial engagement of the brake elements, said quick-take-up devices including means for reducing the cross-section of passage for fluid relative to said expansible chamber device following the quick initial engagement. 12. A servomotor brake apparatus as a claim p ss around said control valve and means responsive to the pressure in said chamber for closing said by-pass at a predetermined maximum pressure in said chamber.

13. A servomotor brake apparatus for applying a brake element'which is normally spaced from a cooperative brake element, comprising an ex;'

pansible chamber device with two members moved relative to one another as the chamber volume varies; a control valve for controlling the flow of fluid into .and out oi. the chamber; means for effecting said flow of fluid; conduit means between said flow eflecting means, said valve and the chamber, said conduit means including a 35' tube along which one said member moves, said tube having a port along its length to provide a P rt for communication between the chamber and the interior of the tube, said one member being effective in its movement toshut 011 said port to an extent determined by the amount of said movement; means aotuated by said one member for effecting engagement of the brake elements and the establishment of braking eii'ects therebetween; and means whereby said one member is eflective to move said control valve, said latter moving means including a lost motion connection whereby the cooperating brake members may beengaged before the control'valve is moved by said one member.

14. A servomotor brake apparatus comprisin an expansible chamber device with two members moved relative to one another as the chamber volume varies, a brake member and means associated therewith for'applying a brake, a valve actuating member, means for causing the brake and valve actuating members to move together and including a lost motion connection whereby the valve actuating member may be given an initial movement independently of the brake member, said expansible chamber device being connected for moving said brake member, means separate from said control valve for regulating said flow of fluid and including a conduit attached to one said member and having a port and also ineluding means connected with the other member for selectively varying the cross-section of said port asthe members move relativeto one another, a control valve for controlling the How of fluid into and out of the chamber, and means for operatively connecting the valve actuating member and the control valve.

15. A servomotor brake apparatus as in claim 14, in which the control valve includes a partcom. nected for movement with the brake member and 11, in which said latter devices include a byanother part connected for movement with said valve actuating member.

16. A servomotor brake apparatus comprising an expansible chamber'device with two members moved relative to one another as the chamber volume varies; control valve means for controlling the flow of fluid into and out of the chamber, said valve means including a body and a slidable member, said slidable member including a conical portion and cylindrical portions, said valve body having a conduit connection to an evacuating means and a conduit connection to the said chamber, the conical portion of said valve body permitting communication between said conduit connections at a rate determined by the relative position of the valve body and sliding member, and the cylindrical portions being effective for cutting oil such communication, said cylindrical portions having passage means by which a bypass communication may be established between said conduit connections, an automatic valve responsive to the pressure differentials in said conduit connections relative to the atmosphere for closing off said by-rpass at a predetermined maximum pressure, a first spring for moving said sliding member relative to the body into a normal position in which the conical portion is ineiiective for establishing flow, a second spring which is normallyfree of the sliding member, said flrst spring and sliding member being constructed and arranged for effective interengagement substantiab 1y at the moment that the conical portion becomes efl'ective for effecting flow between said conduit connections; means for moving said sliding member to determine the braking efl'ect to be produced, and means actuated by the relative movement of said expansible chamber member for producing the braking effect.

17. A servomotor brake apparatus for a vehicle ing two heads, one said head being universally movable toward and from the otherand the other said head being held in fixed position, a control valve for controlling theflow of fluidfbetween the chamber and the evacuating device and between the chamber'and the atmosphere, a valve member connected to said universally movable head and actuated' thereby to provide a crosssectional area for fluid flow varying directly with the volume of the chamber formed by the bellows, and a plurality of mechanical connection at spaced points of the universally movable head and each connected for moving a braking device.

18. A servomotor brake apparatus for avehicle having an evacuating device and a plurality of braking devices, comprising an expansible chamber device with two members moved relative to one another as the chamber volume varies, one said member having a connection for actuating thebraking devices and the other said member .being connected to the vehicle frame, a control chamber device. L.- SI iELQR.

having an evacuating device and a plurality of o braking devices, comprising a bellows device hav- 

